Electric signal.



No. 762,331. PATENTED JUNE 14, 1904. W. D. MARKS. ELBGTRIC SIGNAL.'

APPLICATION FILED HAR. 12. 1903.

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PATENTED- JUNE 14, 1904.

No. 762,331. Y W. D. MARKS.

ELECTRIC SIGN-AL.

APPLICATION FILED IAR. 12, 1.9Q3.

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ELEGTRIG SIGNAL.

APPLICATION FILED MAR. 12, 1903.

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ATTORNEY.

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PATENTED JUNE 14,v 1904.

W. D. MARKS. ELECTRIC SIGNAL." APPLIOATION FILED ma. 12, 1903.

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N0 MODEL.

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ATTORNEY.

No. 762,331. PATENTED 111111114, 1904.

W. D. MARKS. BLECTRIIO SIGNAL.

APPLIUAT`ION FILED HAB. 12. 1903.

N0 MODEL.

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WTNESS'ES:

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, ATTORNEK PATBNTED JUNE 14, 1,904,

W; D. MARKS, ELECTRIC SIGNAL. APPLIUAVTION FILED MAB.. 12, 1903.

7 SHEETS-SHEET 6.

No MODEL. l

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PATENTED JUNE 14, 1904.

W. D. MARKS.

BLBGTRIG SIGNAL.

APPLIOATION FILED MAR. 12, 1903.

NO MODEL. 7 SHEETS-SHEET 7.

www .x W41 UNITED STATES -Patented. june 14, 1904.

PATENT OFFICE.

WILT-.IAM D. MARKS, OF WESTPORT, NET/V YORK.

ELECTRIC SIGNAL.

SPECIFICATION forming part of Letters Patent No. 762,331, dated J' une14, 1904.

Application iiled Mmli 12, 1903.

. a specification.

This invention relates to improvements in electric railway-signals, itsobject being to provide a simple and efficient electric signal apparatuswhich will not be liable to disarrangement and which will include bothaudible and visible signals which can be simultaneously andcorroboratively actuated.v To furnish an acceptable signal system ofthis character, it is necessary that the parts be so constructed andarranged that the signals normally indicate danger and will immediatelyassume such indicating position when any derangement of the operatingmechanism occurs. Thus in the present system the signals are so arrangedthat if there is any break or derangement of the system the semaphoreswill at once assume or remain in the position indicating dangen thelights will be extinguished or lighted to indicate danger,7 and thebells will sound or be silent, according to the circuit relations inwhicll said signal devices are arranged.

In the accompanying drawings, Figure 1 is a diagrammatic view of arailway equipped with my treble-guard signal system.' Fig. 2 is a planof one of the commutator-carrying boxes, part of the top of the boxbeing broken away to expose the interior mechanism. Fig. 3 is a sectionof Fig. 2 on line A A. Fig. 4 is a section of Fig. 3 on line B B. Figs.5, 6, 7, and 8 are detail perspective views of parts of the commutator.Fig. 9 is a plan of the commutator-box, part of the top of which isbroken away, sllowing the arrangement used when the commutator isoperated mechanically by contact with a train or car. Fig. 10 is a sideelevation of the lever for mechanically operating the mechanism witllinthe commutator-box. Fig. 11 is a diagrammatic elevation showing thearrangement of the despatchers board. Fig. 12 is a side elevation ofthemechanism for controlling the bells upon the despatchers board. Fig. 13is serial No. 147,390. No model.)

a diagrammatic side elevation of signal lamps, bells, and a semaphoreoperated by the passage of a train or car. Fig. 14 is a perspective viewofa section of railway-track, a signal-operating box, and a third railin electric connection with the electric contact of the signal-box. Fig.15 is a perspective view of a part of a railway-track, showing theadaptation of my signal system to a steam-railway. Fig. 16 is a planview, upon an enlarged scale, of the commutator and the ratchet-Wheelcarried thereby. Fig. 17 is a section of Fig. 16 on line C C. Fig. 18 isa side elevation of the parts shown in Figs. 16 and 17.

Referring to the drawings, in the several figures of which likereference cllaracters indicatecorresponding parts, a designates a box orcasing, hereinafter termed the commutator-box. Any suitable number ofthese boxes are employed and they are arranged at any desired distancesapart, the space or distance between succeeding boxes being termed ablock. Each of said boxes a, which is usually of such form as to bearranged between the rails of a track and is of such solid constructionthat it is not liable to injury from the most severe shock in usage, isprovided with an air and water tight top or cover L. Within eacllcommutator-box is arranged a comnlutator c. The construction of thiscommutator is sllown most clearly in Figs. 2 to 8, inclusive, and 16,17, and 18. Referring to these figures, it will be seen to consist of asleeve 37, mounted to turn about a stud or pin 36, secured to the baseof the box a and having-at one end a ratchet Z. A metal plate or ring39, provided with a series of projectionsl 40, is secured to said sleeve37 and throughit and the pin 36 connected to the base ofthe box a orpermanently grounded. A washer 41, of insulation material, surrounds aportion of the sleeve and is provided with a series of projections 42,whicll interlock with the projections40 on the plate 39, as shown inFigs. 17l and 18. Another plate 43, of conducting material, is alsosecured to the sleeve 37, it being insulated therefrom by the saidinsulating-Washer 41. This plate 43 is provided with tongues orprojections that extend longitudinally of the IOO sleeve 37 between theprojections on the insulatingwasher 41, whereby, as shown most clearlyin Fig. 18, sections of the tongues are brought into alinement with butinsulated from the projections on the plate 39. An insulation-washer 38separates the actingI portions of the plate 39 from the ratchet Z. Abrush Z is constantly in engagement with the plate 43 of the commutator,and said brush is connected with a feed-wire g, leading from anysuitable source of current-supply. rl`he commutator is provided with twoother brushes ef, of copper or carbon, and respectively connccted towires Zi, Z, leading from the box or casing c. As shown, the saidbrushes e f are arranged to Contact with the projections 40 on thepermanently-grounded plate 39 and the tongues of the plate 43 arrangedin alinement with said projections 40. Said brushes are so arranged thatwhen one of them is in contact with a projection 40 of the groundedplate 39 the other brush will be in contact with a section of the plate43. These relative positions of the brushes and plates 39 43 arereversed at every step-by-step movement of the commutator. The wire ZL,leading from the brush e, extends from the commutator-box (L to theopposite end of the block in rear of said box. The wire z'extends fromthe brush `fte the opposite end of the block in advance of said box a,and is provided with a branch Zr, which extends to the opposite end ofthe block in rear of said box. There are thus three wires extendingthroughout the length of each block of the system, which wires may besupported on poles or in any suitable manner.

From the foregoing description and the drawings it will `be seen thatthe plate or disk 43 of the commutator is constantly energized, whilethe plate 39 thereof is constantly or permanently grounded, andtherefore according as the brushes ef contact with the projections 40 orsaid plate 43 the wires leading therefrom will be grounded or positivelyenergized. As the commutator is rotated the said brushes e j will, asaforesaid, alternately engage the projections 40 and the plate 43, andthus cause a reversal of the direction of current through the wiresleading therefrom. It will be seen that in all positions of thecommutators and at all times there are two wires or conductors connectedto one pole of the source of energy, and hence of the same polarity,extending from each commutator-box, one of said wires extending into oralong' the block in advance of the box and the other extending into oralong thc block in rear of said box. A third wire, connected to theother pole of the source of energy, and hence of opposite polarity fromthe two just referred to, extends from each commutator-box into or alongthe block in rear of said box. There are therefore three wiresextendingalong or arranged in each block, two of which are of the samepolarity, while the third is of the opposite polarity, and at eachactuation of each commutator the polarity of the wires leading therefromis reversed. rlhe means for effecting such rotation of the commutatormay be operated either electrically or mechanically. A pawl m ispivotally mounted on a lever 0, fulcrumed on a stud p, and said pawlenga-ges the aforesaid ratchet Z of the commutator. A detent n isprovided for -preventing backward movement of said ratchet. If it isdesired to employ electrical means for operating the commutator whenevera car passes the commutator-box a, a suitable brush (not shown) mountedon the car engages an insulated contact-piece r, Figs. 3 and 4, withwhich is connected, by means of a wire s, a solenoid t. One end of thelever 0 is connected, by a rod o, with the core lul of said solenoid.When the solenoid is energized, the pawl m will be disengaged from oneof the teeth of the ratchet Z and moved into engagement with the nextsucceeding tooth. As soon as the ear lhas passed Ythe box a and thecurrent is cut off from the solenoid t the spring l, surrounding rod c'and bearing at its ends against a stop 2 and collar 3 on said rod,returns the lever o and parts connected therewith to the positionoccupied before the solenoid was energized, which movement turns theratchet Z and commutator one step.

The spring may be assisted in this operation by a spring 4, surroundinga rod 5 and attached at one end to a fixed stop 6 and at the other endto a collar 7, carried by its rod 5, one end of which rod is attached tothe opposite end of the lever o from that to which the core of thesolenoid t is connected.

A rod 8, attached to the pawl m and passing through a guide 9, isoperated on by a spring 10 to maintain the pawl in position to engagethe ratchet Z.

If it is desired to actuate the pawl m and its connected partsmechanically, the arm o is secured to the stud p, which is extendedsufliciently through the top of the box a, and to the upper end of whichis attached a lever l1, Figs. 9 and lO, adapted to be struck by asuitable stop or pin carried by the car. The movement of lever l1 causesa similar movement of lever 0 and its connected parts to that abovedescribed.

By employing mechanical means for actuating the commutator-movingmechanism it is possible that a car devoid of electrical energy willoperate the system when passing over the box @while the electrical meansrequires the use of some form of current-supply for its operation.

Any suitable number of signals may be arranged in each block. As beforestated, it is preferred to employ semaphores, lights, and bells. Thesemay be arranged in two sets, one set being adapted to control thepassage of a car in one direction and the other set to IOO IIO

IIS

Control the passage 'of a car 'in the opposite block is indicated inFigs. 1 and 13.

direction. Such an arrangement is particularly advantageous 1nconnection with singletrack roads, where the signals upon one side ofthe track would controlthe movements of cars traveling in one directionand those on the other side would control the cars traveling in theopposite direction.

The manner of connecting the several signal devices to the conductors /iand e' f: in each In Fig. 1 two setsof semaphores 12 13 are shown uponopposite sides of the track. Lights 14 are indicated on one side of thetrack and bells track is shown as circular in Fig. 1.

l5 upon the opposite side' thereof. For convenience of illustration anddescription the It will be seen that every block is provided with twosemaphores, one adjacent each end thereof, whichare simultaneously andsimilarly actuated. In addition any suitable number of bells 15 andlamps 14 are provided in each block. Both bells and lamps may bearranged at each end of each block, although in order to avoid confusionin the drawings such duplication is not shown. Each semaphore-arm 16 ispivotally mounted upon a suitable support 17, and by means of a link 18one end thereof is Yconnected with the core 19 of a solenoid 20. Theparts are so constructed andv arranged that the core 19 acts as a weightto move the semaphore to the position indicating danger wheneverthe'solenoid 20 is deenergized. The terminals of said solenoid areconnected by conductors 46 with two of the main conductors or wires L z'in the block controlled by such signal, and the lights 14 and bells 15in each block are connected with two of such conductors /L z' thereinthrough 'branch lines 47 48.

The operation of the system constructed as heretofore described may bebriefly stated asV follows, referring particularly to Fig. 1 of the Ydrawings. The normal condition of the main conductors i'z'y 1 isindicated in Fig. 1, the conductors which are positively energized beingdesignated -by the sign -land those which are grounded being indicatedby the sign. It will be seen that the parts are so arranged thatnormally the solenoids 20, except those controlling the semaphores atthe ends of or A within the block or blocks over which cars are passing,will be energized and the semaphores controlled thereby be held in thevertical position, indicating safety-that is, both of the mainconductors to which the solenoid branches 45 46 are connected in thoseblocks along which cars are traveling will be either positivelyenergized or grounded, thus preventing any current passing to thesolenoids controlling the semaphores referring to the said occupiedblocks. rIhe main conductors, to which the solenoids 20 in the clearblocks are connected, will be respectively energized andi grounded, sothat current will pass through said solenoids and the semaphoresactuated thereby be maintained in the safety position. One pair of themain conductors-with which the branches 47 48 are connected in anyoccupied block will be positively energized and the other will begrounded, and in blocks which are clear both members of said pair ofmain conductors will be either energized or grounded. In theillustration a ear is passing over the block between stations 1 and 2,inwhich block the conductor e', leading from the box a at station 1, isgrounded, and the conductors /L Zr, leading from`the commutator-box atstation 2, are respectively positively energized andgrounded. As thewires 45 46 of the solenoids for actuating the semaphores referring tosaid block are connected to the then-grounded wires v1 7n, saidsolenoids will be deenergized and the semaphores will gravitate to theposition indicating danger The bells or lights 14 l5 referring to saidblock, being connected by wires 47 and 48 with the grounded wire/zi andpositively-energized wire 71 will be lighted or rung as long as the caris traversing said block. As the car passes theV commutator-box a atstation 2 the commutator in said box will be actuated as beforedescribed and the wires z' 7c, leading from said box, (which werepreviously grounded,) will be positively energized and the wire l1.,leading from said box .as the wires 45 46 are connected to theconductors 7L z', and the said semaphores will be thereby moved into thesafety position, indicating that the track in said block is clear. Theconductors L, extending from the box e at station 3 along the blockbetween stations 2 and 3, being respectively positively energized andgrounded and the wire z'- in said block being positively energized, itwill be seen that the bell and lamp circuits in said block l betweenstations 2 and 3 will be closed and the semaphore-solenoids in saidblock deenergized, whereby all of said signal devices will be caused toindicate that the block is occupied or to assume the danger position orcondition. In the illustration a track-switch is shown in the blockbetween stations 2 and 3, and it will be assumed that the car enteringsaid block is to enter said switch to permit a car to pass in theopposite direction over the main track in said block. The second carapproaching from the direction of station 4, its attendants will findthe signals at the entrance to block between stations 3 and 2 in thecondition indicating that said block is occupied, (such signalshavingbeen caused to assume these danger positions or conditions bythepassage of the car then on the switch over IOO the box a at station2.) The car occupying the switch is, however, in sight of attendants onthe car at station 3, and therefore the latter car can safely proceedonto the block between stations 3 and 2. As the last said car passesfrom block 3 2 to block between stations 2 and 1 it will set the signalsin both said blocks at danger, but those in block between stations 2 and3 will be returned to the safety position as the car previously on theswitch passes from said block in-to the block between stations 3 and 4.As an additional precaution it is proposed to connect each commutator orsignal-box t with the train-despatche1"s oiiice, (conventionallyillustrated at 46 in Fig. 1.)

Referring particularly to Figs. 2, 9, 11, and 12, 49 is a separatefeed-wire which may lead 1 from the same source of current as the wire gor from any other suitable supply. Said wire 49 is conducted to acontact 22 Within box a. A contact 23, carried by but insulated from thelever 0, is adapted to contact with said contact 22. A wire 21 connectsthe contact 23 with a binding-post 59 at the despatchers oliice. Saidbinding-post is connected with one branch, 31, of a circuit including abell 26, the other branch, 32, of said belleircuit being connected to aswitch-lever 28. This lever is fulcrumed on a suitable support andprovided at one end with a bridge or plate 24, adapted to electricallyconnect the binding-post 59 with one of the terminal wires 50 of asolenoid 25. The other terminal of said solenoid is connected by a wire51 with a permanently-grounded wire 30. The said bridge 24, thoughconnected with the lever l 28'and movable thereby, is, as shown in Fig.

12, insulated from said lever. The lever is connected to the core 27 ofthe solenoid 25 and is provided with a projection or finger adapted tobear against a contact 29, connected to the aforesaidpermanently-grounded wire 30, when the connection between thebinding-post 59 and solenoid 25 is broken.

It will be understood that the parts hereinbefore described inconnection with the despatchers oiiice signal apparatus are duplicatedfor each one of the boxes a. Normally current will pass through the wire49, contacts 22 23, wire 21, binding-post 59, and bridge 24 to thesolenoid 25 and therefrom through the wires 51 and 30. The solenoidbeing energized maintains the switch-lever in the position shown in Fig.12 and the bellcircuit open. When the lever 0 is rocked by a car passingthe box c, in which said lever is arranged, the circuit above describedis broken at the contacts 22 23 within the box, and the switch-lever 28will instantly fall and bear against the contact 29. This maintains thesolenoid-circuit open, and as soon as the lever 0 is restored to itsoriginal position (which occurs the instant the car passes the box a) abell-circuit is closed and the bell rings. This circuit includes thewire 49, contacts 22 23, `wire 21, binding-post 59, bellwires 31 and 32,lever 28, contact 29, and wire 30. This circuit will remain closed untilthe switch-lever 28 in the despatchers ofce is raised and the circuit,including the solenoid 25, completed. By this means the despatcher.sofliee is audibly informed whenever't a car passes any one of thesignal-boxes a.

As before stated, any suitable source of electric energy may be employedin connection with the signal system herein described, and the strengthof the current will of course depend on the number of signals to beoperated, the length of the system, &c.

If the commutators c are to be operated electrically, the contact r canbe continued from the box to any desired distance in the blocks onopposite sides of the box by means of a suitable conductor, such as athird rail 33. (Shown inFig. 14.) When the contact on a car contactswith this conductor, the commutator-actuating solenoid t in circuittherewith will be energized and the -commutator actuated as beforedescribed.

In case the system is used in connection with an electric railway andthe current supplied to the commutators be kept constantly at, say, fivehundred volts and the cars be each fitted with a wiper or contact-piececonnected with the` ironwork and wheels the signal system will beoperated by contact of the wiper with the plate 7 whether the trolley isin contact with its supply-wire or not, as the contact of the wiper andplate will, through the ironwork and wheels of the car, shortcircuit thecurrent with the rails and cause the actuation of the solenoid t, whichis constantly at ve hundred volts.

In Fig. 15 is shown an adaptation of the signal system to asteam-railway. Referring to this figure, 34 is a track or pilot batteryoperating relay controlling power-current. 35 is a feed-wire connectedwith the signal-box c. (Conventionally illustrated in said figure.) Theentire construction and operation of the system is similar to thathereinbefore described.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. An electric railway-signal system comprising incombination, a series of boxes or stations dividing the track intoblocks, two wires of dilferent polarity or potentiality leading fromeach station, one into the block ahead of the station, the second intothe block behind the station, and a branch of the first into the blockbehind the station, means for energizing said wires, means, actuated bythe passage of a car, for reversing the polarity or poten tiality of thecurrent carried by said wires, signals operated by electromagnets, theterminals of which are, when the car is in the block, connected to wiresof the same polarity IOO IOS

IIO

or potentiality and when the car has passed out of the block and thepolarity or potentiality of two of said wires has been reversed, towires of diiferent polarity or potentiality, and electrically-operatedsignals, the opposite terminals of which are connected, when a car is inthe block, to wires of opposite polarity and when the car is Vout ot'the block to wires of the same polarity.

2. An electric railway-signal system comprising, in combination, aseries of boxes or stations dividing the track into blocks, a commutatorin each of said boxes furnished with two series of contact-points, oneseries being grounded and the other connected with a 'source ofelectrical energy, two wires adapted to be in engagement with, at onetime, the one with the grounded part and the other with the energizedpart of said commutator and upon a movement of said commutator the firstwith the energized and the second with the grounded parts of saidcommutator, one of said wires leading into the block in front ofsaidcommutator, and a branch thereof into the block behind saidcommutator, and the other of which reaches into the block behind saidcommutator, electrically-operated signals in each of said blocks, theterminals of which are connected, when a car is in the block, to wiresof the same polarity and when the car is out of the block, and thepolarity of one of said wires reversed, to wires of opposite polarity,and electrically-operated signals the opposite terminals of which areconnected, when the car is in a block to wires of opposite polarity andwhen the car is out of the block, and the polarity of one of said wiresreversed to Wires of the same polarity.

8. An electric railway-signal system, comprising, in combination, aseries of boxes or stations dividing the track into blocks, acommutator,in each of said boxes, divided into an equal number of contact-pointsonehalf of which are in electrical connection with a source of electricenergy and which are of positive polarity and the other haltl of whichare insulated from the irst half, or' an opposite polarity or grounded,two wires carried from each station, one forward and backward, the otherbackward only, said wires being at onetime, one connected with thepositive contact-points and the other with the negative contact-pointsofsaid commutator, said contacts being reversed upon va movement of saidcommutator, means, actuated by the passages of a car, for rotating saidcommutator, and two sets of electrically-operated signals, one sethaving its terminals connected one to a wire leading backward from astation next in front of a car, the other to a wire leading forward froma station next behind a car, the other set having its terminalsconnected one to the other wire leading backward from the` station nextin front of the car, and the other to the wire leading forward from thestation next behind the car, so that one set of signals will bealternately, one in an operative electrical circuit, the other in aninoperative electrical circuit.

4. In combination, inclosing boxes, a commutator consisting of an equalnumber of positive and negative contact-points, the former insulatedfrom the latter, in each of said boxes, a connection at each box betweensaid former points and a source of electrical energy, a connection ateach box between the latter points and the ground, a ratchet-wheel fastto said commutator and having twice as many teeth as there are eitherpositive or negative contact-points on said commutator, brushes in eachbox adapted one to engage a positive while the other engages a negativecontact-point and vice versa, means actuated bya passing car for drawingsaid ratchetwheels around with a step-by-step motion, upon each passageof a car, a wire leading from one or' said brushes, both to the frontand rear of a box, a wire leading from said box to its rear, a wireleading from the rear box toward ysaid irst box, and signalselectrically connected to said wires, so as to be operative orinoperative as the currents upon the several wires are of the same or ofdifferent polarity.

5. The described three-wire electric signal system comprising, incombination, a series of boxes or stations, two wires of differentpolarity or potentialityleading from each station, one into the blockahead of the station, the second into the block behind the station, anda branch of the rst into the block behind the station, so that betweeneach station are three parallel wires, two of the same and one ofopposite polarity, means for conducting current to said wires, means ateach station, actuated by the passage or' a car for reversing thepolarity or potentiality of the current carried by said wires leadingfrom said station, and electrically-operated signals the oppositeterminals of which are so connected to said wires as to be in anoperative or in an inoperative circuit, as may be dictated by thepolarity or potentiality of said several parallel wires.

6. In an electric signal system, in combination, a lever adapted to berocked upon the passage of a car, means actuated by the movements ofsaid lever for electrically operating signals along the line of track, acontact-point carried by saidlever, acontact-point insulated from saidlever, said contacts adapted to make and break a circuit upon themovements of said lever, a connection between said latter contact-pointand asource of electrical energy, a connection between said formercontactpoint and a binding-post in a central oiice, a solenoid, aconnection between saidsolenoid and said post, an electrically-operatedsignal, a connection leading from said post to said signal, a bridge inelectrical connection with IOO IIO

ysaid post, a lever, to which the-core of the sollenoid 1s connected,carried upon an insulated fpivot and adapted when raised to engage saidpost, a connection leading from said signal to -said lever, a groundedconnection adapted to be'engaged by said lever when said lever isdropped, and a connection leading from said ,solenoid to the ground, theWhole arranged and operating substantially as and for the purposes setforth.

7. In a thrceparallel-Wire electric signal system, 1n combination, ablock having a box o1' station at each end, tvvo Wires always ofopposite polarity leading from one box or station toward the other, aWire, which is alternately positive and negative,I leading from thesecond box or station toward the first box 'or station, means forsupplying' current to said wires, means, operated by a passing car, forreversing the polarity of the said two tirst Wires, and anelectrically-operated double system of signals so connected with saidwires as to either simultaneously indicate safety or danger, dependingupon the polarity ot' the currents upon the three parallel Wires towhich they are connected; or to indicate that the system is out oforder, if it be disarranged or broken, by a simultaneous contradictoryoperation of the double system of electricallyoperated signals.

WILLIAM D. MARKS. Witnesses:

E. J. BUNKER, CHAs. EDGAR MILLS.

